SC/58/BC6

Vessel collisions with small cetaceans worldwide and with large in the Southern Hemisphere; building a standardized database

Koen Van Waerebeek§, Alan N. Bakerθ, Fernando FélixΨ, Jason Gedamke ∂, Miguel Iñiguez χ, Gian Paolo Sanino*, Eduardo SecchiΩ, Dipani SutariaΦ, Anton van Helden¶, Yamin Wang∆. 1

ABSTRACT We compiled and reviewed 248 cases of reported vessel collisions with small cetaceans worldwide and with large cetaceans in the Southern Hemisphere. Difficulties were encountered with the comparison of highly variable data in terms of quality (evidence), sources, detail and degree of authentication. It is recommended that wide agreement be reached on a minimum dataset template. We propose 25 standardized parameters, including an essential ‘probability tag’ (confirmed, probable, possible and indeterminate) that categorizes likelihood of vessel strike as evaluated by the original observer(s). Since the time-consuming process of fact-checking and standardizing is ongoing, any elaborate quantitative analysis is premature. Among baleen whales in the Southern Hemisphere, ship collisions have definitely accounted for deaths of southern right, blue, sei, fin, Bryde’s and humpback whales. In South Africa, an estimated 20% of mortality in Eubalaena australis is due to vessel strikes (Best et al., 2001). Accumulating evidence suggests the problem to be severe also in Argentina, Brazil and Uruguay, but small samples impede estimation of incidence. Odontocetes regularly affected include sperm , and common bottlenose . At least one or a few vessel strikes are documented for 19 species of small cetaceans (several for the first time): breviceps, Orcinus orca, Globicephala melas, G. macrorhynchus, Tursiops truncatus, Sousa chinensis, brevirostris, hectori, C. commersonii, australis, frontalis, Neophocaena phocaenoides, spinipinnis, Phocoena phocoena, Lipotes vexillifer, Platanista gangetica, Ziphius cavirostris, arnuxii and Mesoplodon grayi. Three species with suspected involvement in accidents include Sousa plumbea, Mesoplodon hectori and M. bowdoini. For some 11 small cetacean species the effect of collisions on populations is thought to be insignificant. Among estuarine species, at least two populations of each S. chinensis (Xiamen and Hong Kong/Pearl River) and O. brevirostris (Mahakam River and Chilika Lagoon) are significantly impacted. Mahakam population mortality is definitely not sustainable (2.9% minimum annual mortality). For L. vexillifer of the river and P. gangetica, because of extremely low population numbers, even a very few mortalities may reduce likelihood of future survival. In Hong Kong’s N. phocaenoides, 9.4% of carcasses showed blunt traumatic injury consistent with boat collisions. Two calves C. hectori were killed by boats near Banks Peninsula in 1999, a major concern considering its endangered status. Around 2% of T. truncatus in the Gulf of Guayaquil showed scars and mutilations of dorsal fins, caused at least partly by propellers. Boat based dolphin-watching, such as in Chile and Costa Rica may adversely affect local T. truncatus populations. Overall, considering the high incidence of injuries and mortality caused by propellers, a much wider use of propeller guards is advised.

Keywords: CETACEANS; WORLDWIDE; SHIP STRIKE; PROPELLER STRIKE; MORTALITY; SOUTHERN HEMISPHERE

1 § CEPEC, Museo de Delfines, Pucusana, Peru. (Email: [email protected]) θ 8 Waters Lane, RD 2 Kerikeri, Bay of Islands, New Zealand. Ψ Fundación Ecuatoriana para el Estudio de Mamíferos (FEMM), Guayaquil, Ecuador χ Fundación Cethus, Francisco Beiró 3731, Olivos, (1636), Prov. Buenos Aires, Argentina. (E.mail: [email protected]) * Centre for Marine Research Leviathan, Santiago, Chile Ω Laboratorio Mamíferos Marinhos, Museu Oceanográfico “Prof. E.C. Rios” – FURG, Cx.P. 379, Rio Grande-RS, 96200-970, Brasil ∂ Australian Antarctic Division, Australian Government, Hobart, Australia Φ Balbhadrapura, Satpada, Puri, ; and James Cook University, Townsville, Queensland 4811, Australia (Email: [email protected]) ¶ Museum of New Zealand, Te Papa Tongarewa, Wellington, New Zealand ∆ Office of Aquatic Fauna and Flora Conservation, Ministry of Agriculture, P.R. 100026, Beijing. (E-mail: [email protected])

After the senior author, co-authors are listed alphabetically Van Waerebeek et al. (2006) IWC 58th Annual Meeting, St. Kitts, May-June 2006 SC/58/BC6

INTRODUCTION all, information typically is buried in largely inaccessible ship’s logbooks. Collisions between ever faster and larger vessels and As to allow meaningful quantitative analysis or unwary cetaceans have only recently been fully modeling, a second predicament needs to be tackled, recognized as a source of anthropogenic mortality and which is the shortage of truly comparable datasets, the injury, equivalent to bycatch, that needs to be assessed result of non-standardized data collecting. In this paper and quantified. Except for a very few areas and we propose to agree on a minimum set of necessary populations, the lack of a historical record parameters to be recorded in a standardized way. compromises attempts of evaluating time series and Finally, correct diagnosis of cause of death in, often trends. Even well-studied species like bowhead whales decomposed, carcasses is difficult and sometimes Balaena mysticetus were long unknown to impossible. Floating carcasses can be struck by vessels, occasionally be struck by vessels (see Reeves and possibly confounding interpretations of some Leatherwood, 1985), the first indications of which traumatic lesions during necropsies. Criteria must be surfaced only about a decade ago (Philo et al., 1993; robust and limitations of present methodology George et al., 1994; Finley, 1999). Further, the recognized as to avoid ‘collision’ becoming a problem is often perceived as being largely convenient default for unexplained mortality. constrained to the northern hemisphere, and particularly in the North Atlantic Ocean and the MATERIAL AND METHODS Mediterranean Sea. We suggest here that a positive bias in monitoring and reporting may explain this The authors compiled and critically reviewed 246 discrepancy, and we show that the impact is truly confirmed and suspected cases of vessel collisions global. Another common perception implies that with small cetaceans world-wide and collisions with mostly large whales are affected, while emerging large cetaceans in the Southern Hemisphere according evidence demonstrates that many species of small an agreed database template. The resulting initial cetaceans fall victim, or are hurt, by intense maritime ‘Vessel Collision Database’ (VCD) including 25 traffic. parameters (Table 1) is proposed as a precursor for a An urgent task then from a global management point standardized global database, provisionally maintained of view, consists of verifying which species and and updated at the Museo de Delfines, Pucusana, Peru. populations may be suffering collision mortality and Definition of vessel strike applied here is a collision injuries to a degree as to potentially present a between any part of a watercraft and a live cetacean, significant threat to population status. Alternatively, often resulting in life-threatening trauma or death. for which cetacean taxa do collisions (due to their While usually the impacting movement is the vessel’s, rarity) likely exert only a negligible effect. This paper in some cases a cetacean may bump into a vessel, or a aspired to answer some of these basic but vital combination of both. Impact, typically accidental, questions, however coinciding population data and appears most commonly initiated by violent contact ship-caused mortality are rarely available, and that at with the bow or propeller. Contact with fishing gear, this point mostly qualitative appraisals are possible. sometimes equivocally referred to as ‘collisions’ must Still, these constitute useful guidance for future be considered bycatch. research. When compiling information predating this study, it Small cetaceans are especially sensitive to became clear that a priori collection and recording disturbance and effects from high-speed boats (e.g. jet- often meant comparing data heterogeneous in skis). Possible effects of leisure boats and ships may parameter definition, quantity (detail) and, most include strong underwater noise, which disturbs the importantly, reliability. Some cases were documented communication and acoustic navigation of small under rigorous scientific standards while others, when cetaceans, the risk of collision with high-speed boats, original source was pursued, evidence resulted which can hardly be located, and disturbance causing wanting or was misinterpreted. In fact, not the permanent separation of mother and calf. Little direct heterogeneity in itself was problematic, but the lack of evidence is published on the effects of vessel traffic on a consistent quality or probability tag by originators, and , but collisions with motorized including some published sources. A renewed attempt vessels can kill or seriously injure small cetaceans. to screen reported cases for consistency by checking The latter are not always able to detect and avoid original sources, is very time-consuming. With this oncoming traffic (Reeves et al., 1997) or, if they do, standardizing process still ongoing, any elaborate are likely unaware of the danger posed by propellers quantitative analysis of the VCD database is premature. for instance. ‘Evidence level’ was introduced as the leading A proper assessment of the collision problem is categorical variable to determine the usability of each thwarted by a number of inherent obstructions, some record. Probability tags, estimated from best available technical, others of regulatory nature. The most severe evidence, were defined as: ‘confirmed’ (100%, is the shortage of adequately documented cases. Non- authenticated), ‘probable’ (90-99% probability), reporting by ship crews is still the rule rather than the possible (50-90%) or indeterminate. The latter covers exception for, in most countries reporting obligation the two most common uncertainties: whether a known either does not exist or is not enforced. If recorded at collision occurred antemortem or postmortem; and

2 Van Waerebeek et al. (2006) IWC 58th Annual Meeting, St. Kitts, May-June 2006 SC/58/BC6 whether a healed scar was caused by a collision, a net - Propeller hits entanglement or some other cause. While ‘possible’ Sergeant (1979) first recognized that injuries caused accounts in the database may be useful in assessing the by boat propellers are often significant and may cause widest potential scope of the problem, they cannot be death. Vessel collisions can leave characteristic considered good data. propeller slashes (Morgan and Patton, 1990; Visser, 1999). Skeg marks (scrapes made from the propeller Parameter syntax guard on some outboard engines) may also be present. Evidence level confirmed, probable, possible, Propeller slashes vary in appearance depending on the indeterminate speed of the boat, the size of the propeller, and the Species scientific name posture and speed of the when hit. These Standard length xx.xx metres wounds typically have several to many parallel slashes Sex M/F of varying length in which the length of each slash is Collision type bow bulb draping, propeller related to its depth. Distance between slashes tends to hit, collision (indeterminate) be constant in an individual and related to the size and Vessel type fast ferry, container vessel, pitch of the propeller. Location and appearance of a navy, whale-watching, tanker, boat collision trauma can help determine if the sailboat, etc. collision occurred ante- or postmortem. Dolphins do Vessel length in metres not typically expose their underside to the surface Vessel name nominal where it would be vulnerable to propellers. Pre- Vessel speed at knots mortem propeller wounds are not expected on the belly collision (Morgan and Patton, 1990). Kraus (1990) argued convincingly that whale carcasses with propeller Cruising speed normal speed steaming (knots) marks on the dorsum, or with severed flukes, were Ocean province NE, NW, SE, SW Ocean most likely hit when alive. Dead whales floating due to Nation EEZ Exclusive Economic Zone positive buoyancy (right whales) or decomposition Large area location general area name gases are typically belly-up with tail and flukes Small area location specific area name hanging down in the water column. In this spatial Date of collision xx.Month.Year configuration it is unlikely for ship propellers to Date of reporting xx.Month.Year damage the aforementioned body parts. Latitude xx°xxx.xx’ N/S - Cetacean hitting vessel Longitude xx°xxx.xx’ E/W Some cetaceans may violently hit or push vessels. One Circumstance descriptive (at sea, stranded, in particular case refers to a ‘’2 in Australia when port, indeterminate, etc.) it jumped on top of a launch to escape a killer whale Evidence of descriptive attack (Australian Government, unpublished data). collision Lethal yes, no, indeterminate Information on ship collisions with whales from Postmortem type complete PM, visual Argentina is supported by aerial survey photographs in inspection, indeterminate, the WCI/OA database (Right Whale none, not applicable (NA) Program, Institute). Most records Comments descriptive from New Zealand are listed in the New Zealand Vessel damage descriptive Whale Stranding Database (NZWSD) however in Source data collector, reference different formatting. Table 1. Proposed 25 minimum required parameters for a Confidence intervals (95%CI) for collision incidence standardized Vessel Cetacean Collision Database. (proportions) were estimated by the Normal Approximation rule to the Binomial.

We identified four types of vessel strikes: - Collisions (indeterminate) with bow or hull RESULTS Vessel collisions can leave characteristic blunt trauma Of the 248 vessel collision records in the VCD on 1 from mostly bow impact, but any part of the hull may May 2006, 78 (31%) refer to small cetaceans of the be involved. Major skull and postcranial bone fractures world and 170 (69%) are large whales of the Southern are common. Hemisphere. Although frequency distribution - Bow bulb draping continues to fluctuate as additional information may Balaenopterids, but apparently no other species, ‘solve’ indeterminate accounts or uplist others occasionally become wedged, draped across the bow, (possible, probable), an approximate 54% are after colliding with large vessels with not fully confirmed collision records, 19% are probable cases submerged bow bulbs. Cases have been documented in and 26% are possible cases. varying detail for (in declining frequency) , , Bryde’s whale and (e.g. Jensen and Silber, 2004; Norman et al., 2004; Félix and Van Waerebeek, 2005). 2 most probably a Delphinidae (not Phocoenidae)

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1. Species with documented vessel strikes

Eubalaenidae Eubalaena australis A review of stranding records from 1963-1998 in South Africa (Best et al., 2001) identified ship collisions as a known or possible cause in 11 of 55 of recorded deaths, or 20%. Fifty-five percent (6 of 11) of the ship strikes involved calves or juveniles. In five cases ship strikes were cited as a definite cause of death and in six cases they were considered a possible Fig. 1. Stranded carcass of 12.5m southern right whale in Rio cause. Two of the five definite ship strikes involved Grande do Sul, Brazil, showing (inset) deep propeller slashes known vessels, a hopper dredge and a ferry. Non-fatal (Photos E. Secchi). collisions (n=5) involved two motor launches, a 6-m inflatable boat, a catamaran whale-watching boat, and Balaenopteridae a fisheries patrol boat (Best et al., 2001). Megaptera novaeangliae The lack of stranding records of southern right In Bahía Drake on the Pacific coast of Costa Rica, two whales connected with shipping accidents in incidents of collision between calf humpback whales Australasian waters is thought to be explained because, and 7-9m boats, one each in 2002 and 2005, were presently, this species is rarely found in the major mentioned by Sierra Goodman (pers. comm. to P. ports and main shipping channels of southern Australia Cubero-Pardo; in litt. to KVW, 24.01.2006). and New Zealand; prior to the 1850’s these areas were In Pacific Colombia, at least three fatal collisions part of their range and were used as nursery/calving with vessels were reported in the period 1986-2000 grounds (Richards, 2002; F. Michaellis, pers. comm.). (Capella et al., 2001). Catalogues of photo-identified Also, the species is only found on New Zealand’s humpback whales curated by several research groups mainland coast between August and October, and is in Colombia and Ecuador revealed defiguring but non- uncommon. fatal accidents. For instance, Figure 2 shows four Off Uruguay, one whale was found near Portezuela, probable victims, three whales with an entire fluke Maldonado, in September 2005 with three 2.0x0.1m missing and an adult female with three parallel healed cuts and without its tail. Another stranded specimen scars on the anterior dorsum. near La Barra, Maldonado, had its occipital bone parted in two (photo available by R. Garcia-Pingaro). Some 3nm from shore a pipeline buoy is present where large tankers anchor. This area is one of high density of southern right whales. In Argentina, Rowntree et al. (2001) first revealed collisions: eight southern right whales presented injuries that seem inflicted by small boat propellers. More recently, two juveniles were sighted off Patagonia (18 Oct 2000 and 7 Oct 2001) with evident propeller scars on their back. Another individual off Caleta Olivia, Santa Cruz (reported 24 August 2003) showed extensive dorsal bruising. Two propeller-slashed specimens washed ashore dead in Rio Grande do Sul State, Brazil, one a 12.5m male (Figure 1) and the second, a young specimen. Greig et al. (2001) suggest that several factors may explain the relatively high number of stranding events in this southernmost State compared with the major Fig 2. Three humpback whales with a fluke missing and one with breeding ground in Santa Catarina. They believe to parallel scars on the back recorded off Ecuador. (Photos courtesy of include: (1) increased use by whales, possibly as Pacific Whale Foundation [upper left] and Fundación Ecuatoriana breeding ground; (2) exposed open coast that favours para el Estudio de Mamíferos Marinos FEMM [others] ). stranding events [seems an unlikely factor] and (3) greater probability of collisions with fishing and cargo E. Secchi sighted an adult humpback whale with vessels. apparent propeller scars on its upper dorsum in Gerlache Strait, Antarctic Peninsula, in January 2006 (Figure 3).

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bulbs, one in 1993 and another in 2001, and another with suspected ship-caused injuries was found ashore in North Auckland in 1993 (NZ Whale stranding database). The global lethal count is therefore six sei whales.

Blue whale musculus Even world-wide, very few cases are known. There is one documented case of a bow-drape in the NE Pacific, a 16.2m female was carried along by a freighter, but the strike was theorised to have occurred off California along the freighter’s route (Norman et al., 2004). In Fig. 3. Humpback whale with propeller scars on dorsum; Gerlache Strait, Antarctic Peninsula (Photo courtesy A.F. Azevedo) Chile’s Gulf of Corcovado, a collision between a 20m boat and a blue whale was reported by an anonymous Bryde’s whale Balaenoptera brydei salmon farm worker during February 2005 (Hucke- Collisions with Bryde’s whales have been considered Gaete et al., 2005). This incident is some cause of uncommon -a NOAA database contains only three concern because of a projected increase in boat traffic cases worldwide (Jensen and Silber, 2004). However, in the area, including from whale-watching boats. The severe underreporting from (sub)tropical regions subspecific status of this specimen is unknown. where Bryde’s whales occur may explain this, One blue whale, also of indeterminate subspecific considering that recent accounts suggest regular status, that beached alive badly injured in Peru in 1997 accidents. was possibly hurt by a vessel (Van Waerebeek et al., Extensive haemorrhaging in a fresh Bryde’s whale 1997). draped across the bow bulb of a container ship in Ecuador, demonstrated it collided alive (Félix and Van Waerebeek, 2005). In Brazil, two dead Bryde’s whales were reported. A 4m fresh calf stranded in Bahía de Sepetiba, Rio de Janeiro, on 15 September 2005, with deep propeller gashes on its head (Salvatore Siciliano, pers. comm. to KVW) and another individual (Figure 4) was found dead with massive propeller injuries in the Patos Lagoon estuary, Rio Grande do Sul State (southern Brazil). Bryde’s whales have been struck by ships travelling to or from Auckland’s busy commercial port, in the Hauraki Gulf, New Zealand (NZ Whale Stranding Fig. 4. Bryde’s whale with three huge propeller slashes exposing Database; Mike Donoghue, pers.comm.). Up to six epaxial muscles, Rio Grande, Brazil. (courtesy Lauro Barcellos, confirmed and possible Bryde’s whales may have been Museu Oceanográfico “Prof. Eliézer C. Rios”). killed by vessels in New Zealand in 1999-2003. One Bryde’s whale was killed by a ship (confirmed by Pygmy blue whale Balaenoptera musculus brevicauda postmortem) in the Canary Islands in 2000 A male pygmy blue whale of 20.6m was brought into (Government of Spain, 2002). the port of Auckland, New Zealand in 1995. The intact epiderm, colouration, and baleen plates attached in Fin whale Balaenoptera physalus palate indicated the whale was fresh when hit. The Mortality is important in the North Atlantic, and whale showed tooth rakes by killer whale on its especially in the Mediterranean Sea (Panigada et al., flippers and flukes. Considerable damage to much of 2006). Norman et al. (2004) report three fin whales the postcranial skeleton needed repair when the stranded in Puget Sound, Washington, which had been specimen was put on display in the Museum of New struck by ships and were presumably carried into the Zealand. The whale was almost certainly hit at about sound. In the Southern Hemisphere, a single possible the height of the right flipper, as the right radius was case is reported, from Quinteros, Chile, in 2004 pulverised. Baleen (ratio of length/height) and dorsal (Sanino and Yañez, 2004). fin placement was consistent with pygmy blue whale. Photos of the animal on the beach to which it was Sei whale Balaenoptera borealis towed, as well as video of the animal wrapped around Reports of ship strikes with sei whales are uncommon. the bow are in the archives of one of us (AvH). The 2004 NOAA database contains only three cases On 31 January 1998, one of two individuals sighted world-wide (Jensen and Silber, 2004). A fourth sei off Chañaral Island, Chile (29º1.59'S, 71º33.91'W), whale was killed by a container vessel between the presented half of the left fluke missing. The cut surface Canary Islands and Dakar (Félix and Van Waerebeek, was straight, parallel with body axis and was attributed 2005). Two dead sei whales were carried into the port to a probable propeller hit from a large vessel. On 4 of Auckland, New Zealand, on container ships’ bow February 2005, a single individual was sighted nearby the same island (29º1.14'S, 71º33.11'W), presenting a

5 Van Waerebeek et al. (2006) IWC 58th Annual Meeting, St. Kitts, May-June 2006 SC/58/BC6 healed deep cutting injury behind its left flipper, Playing in the turbulence of propeller wash of an possibly attributable to a lateral vessel strike (G.P. idling 34m ocean-going tug, a lone killer whale got too Sanino, unpubl. data). close in Mooyah Bay, Canada, on 10 March 2006 and was killed (Rossiter, 2006). Balaenoptera acutorostrata We are unaware of any minke whale-ship accidents in Long-finned Globicephala melas the Southern Hemisphere, and very few elsewhere. Lens et al. (2005) listed a long-finned pilot whale of One individual was reported killed in a ship collision the Strait of Gibraltar in 2004 as a ship victim, in Spain (Duguy, 1983; Van Waerebeek et al. 1999). however details are lacking. Though in most instances, studies have not found tourism related effects in survivorship, a common Short-finned pilot whale Globicephala minke whale was killed after collision with a whale- macrorhynchus watching vessel on Stellwagen Bank, Massachusetts A short-finned pilot whale is listed as struck (no (15 September 1998) (Yin, 1999). details) in the Canary islands in 2002 (Lens et al., 2005). Indeterminate minke whale Balaenoptera sp. A single minke whale was found with cuts on head and Common bottlenose dolphins Tursiops truncatus flank at Westland, New Zealand, on 5 October 1991 Lockyer and Morris (1990) first indicated small-boat (NZ Whale Stranding Database). The minke whale propellers as causes of trauma in this species. Wells was not identified to species and both B. acutorostrata and Scott (1997) reported four cases of severe or B. bonaerensis are possible (see Baker, 1999). propeller cuts on dorsum and functional destruction of the dorsal fin in common from Physeteridae Sarasota, Florida. Although none of these injuries was immediately fatal, long-term effects on survival were Physeter macrocephalus unknown. André et al. (1994) first warned about threats to sperm In north-central Chile, careless and unregulated whales in the Canary Islands. Later, authors dolphin tourism from small boats resulted in repeated recognized the sperm whale as the odontocete most collision accidents with a resident (pod-R) common commonly killed or injured by ships (Laist et al., 2001; bottlenose dolphin community (Sanino and Yañez, Jensen and Silber, 2004) based on data mostly from 2000; archived video documentation by G.P. Sanino). the Northern Hemisphere. Lens et al. (2005) report on Boat disturbance, including hits, are considered the two sperm whales fatally struck (as determined from major conservation problem for pod-R of less than 40 postmortems) off the Canary Islands in 2001. individuals. Homogeneity tests showed significant Information from the Southern Hemisphere is very genetic differences with three other populations off limited. Of 20 stranded sperm whales in Ecuador, one Peru and Chile (Sanino et al., 2005). This combined (5%) was a probable victim of a ship strike (Haase and with a low nucleotide diversity (0.0069) and Félix, 1994; Félix and Van Waerebeek, 2005). behavioural observations suggest that pod-R may be A stranded lactating calf (female) was recorded on 23 reproductively isolated. and active protection measures September 2003 in Boyeruca, Chile, with propeller are recommended (Sanino et al., 2005). cuts of a smaller boat on its caudal peduncle. Locals described a live stranding on 21 September. A One of us (F. Félix) sighted 13 mutilated common postmortem showed that it bled to death. Boyeruca is bottlenose dolphins in the inner estuary of the Gulf of an area of high industrial and artisanal fisheries effort Guayaquil, Ecuador, over the period February 1990- (G.P. Sanino, unpublished data). October 1992 (Figures 5, 6). Such amount represents 2.04% of the estimated population in the studied area Kogia breviceps (Félix, 1994, 1997). Another case was recorded in Lens et al. (2005) report two pygmy sperm whales 2005 in the northern part of the estuary. Several were killed in the Canary Islands, in 2002 and 2004 definite cases (e.g. a complete fluke missing or parallel respectively. This oceanic species has not before been scars, Figure 6), most were probable and a few were 3 named as at least an occasional victim of ship traffic. possible (cuts on the tip and base of the dorsal fin) propeller injuries from small open craft with outboard Delphinidae motors or small cargo/fishing vessels. Social structure and ecology of this population is Killer whale Orcinus orca discussed by Félix (1994, 1997). Killer whale struck by vessels has been discussed by several authors (Ford et al., 1994; Visser, 1999; Visser and Fertl, 2000). In New Zealand many of the killer whales may be termed ‘propeller positive’ as they actively seek out the wash caused by propellers and have been seen to open their mouths around spinning propellers (Visser, 1999). 3 a few may also have been caused by netting or longlines.

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commented that ‘jet skis have hit dolphins and whales’, without naming specific cases. Mr. Ruiz claimed to note a decrease in the number of dolphins in Bahía Culebra, Guanacaste (northwest coast) and blamed jet skis. Samuels et al. (2000) reviewed tourism, pertaining to swimming with wild dolphins, which is mostly boat-based. The authors identified two ‘well- documented cases of vessel strikes’ (but no location given) in lone sociable bottlenose dolphins Tursiops sp. One probably subadult animal was injured after it became habituated to boats. Another, a juvenile, since 1992 received 37 boat-related injuries, of which eight life-threatening (Samuels et al., 2000). In 1999, Pace et al. (2000) found an adult individual dead near a farm on Italy’s Lampedusa Island. It had ‘evident lesions’ near the rostrum from a possible collision with a boat.

Indo-Pacific Sousa chinensis In China three populations of S. chinensis are affected by heavy ship traffic. The Hong Kong/Pearl River Estuary population is the most intensively studied,

Fig. 5. Origin of some long scars may be difficult to interprete. The with documented collisions and other vessel upper two are either from superficial propeller contact (“possible disturbance (Jefferson, 2000a; Parsons and Porter, cases”) or net marks. The lower two individuals have “probable” 1995; Jefferson and Hung, 2004). Blunt traumatic propeller-caused scars. injuries consistent with boat collisions was seen in three of 28 (10.7%) necropsied S. chinensis carcasses from the Hong Kong Area (Parsons and Jefferson, 2000), however not all injuries result in death (Jefferson, 2005a). Several dolphins in a photo- identification catalog show scars of major injuries to the dorsal fin and back (see Jefferson, 2000c, p.31; and Figure 7), apparently caused by boat propellers, vessel collisions, or rope/net cuts. Between 1.2-1.8% of the dolphins show evidence of propeller scars (Jefferson, 2005). Yamin Wang suggested (in litteris to KVW, 17 Nov 2005) that one of the key conservation problems of the (suspected isolated) Xiamen population in Fujian, eastern China, is ship strikes. Indeed, the Xiamen harbour is very busy. Subsequently at a Xiamen Workshop on S. chinensis conservation in March 2006 (Anonymous, 2006), dense ship traffic was recognized as a potential threat to the Xiamen population. Comparisons between 1994 and 2004 abundance estimates indicate that the population has halved in that time (Yang et al, 2006). Detailed reports of specific cases are particularly useful. Two potential strike victims were documented from Zhuhai City, Guangdong Province, one 206cm male found on 16 Sept 2003 and a 270cm male Fig. 6. Mutilated fluke and dorsal fins of common bottlenose dolphins in Gulf of Guayaquil, Ecuador. Except for one case examined on 28 Feb 2003 (Yamin Wang, unpubl. data). (bottom left), all injuries appeared to have healed. Cases vary from In , vessel collision was ranked as low to possible to definite propeller strikes, indeed violent contact with medium potential impact, primarily because of the fishing gear could also explain some of these. possibility that high-speed ferries could eventually be used in western Taiwan and the fact that recreational On the Pacific coast of Costa Rica, in Golfo Dulce, use of personal water craft (eg. jet-skis) is increasing. C. Ovares reported on a dead bottlenose dolphin with a Some of the scarring on humpback dolphins in Taiwan propeller cut in the neck region in 1999 (P. Cubero- are suggestive of collision injuries (Wang et al., 2004). Pardo, pers.comm. to KVW, 24.01.2006). In 2003, Mr. One individual in Queensland, Australia, was killed Alfredo Ruiz, the skipper of a local whale tourism boat

7 Van Waerebeek et al. (2006) IWC 58th Annual Meeting, St. Kitts, May-June 2006 SC/58/BC6 by a propeller, and washed ashore on Saunders Beach of the animal does not change if the boat is passing by (Strandings Database, Queensland). or if the engine has been switched off. Boats have been observed to be chasing Irrawaddy dolphins that are traveling or socializing, and thus are a source of stress and risk of accidents. From carcasses diagnosed by D. Sutaria, primary mortality of Irrawaddy dolphins in Chilika are from shark nets, hook lines and seine nets, followed by decrease and obstruction of habitat and increased interaction with engine boats. Two live showed dorsal injuries thought to be from violent hits (Figure 8). Boat traffic is heavy in Chilika’s dolphin watching zone of Satpada. During the peak tourist season (October-February) anywhere between 250-280 tourist boats traverse the dolphin rich zone (Satpada) of 23km² between 8:30am-5pm, while in the non-tourist season about 75 boats a day operate. There are currently two community-run tourist associations in the Satpada region of Chilika. One is licensed and has 247 boats, while the other is not licensed but has 87 boats. These local associations are basically formed by fishermen who have taken up tourism as an additional source of income (increase is 3,000Rs-5,000Rs/month). The Orissa State Tourism Department has its own boat watching facilities, which uses 25HP inboard Yamaha engines and have nine boats. Occupancy is limited to seven persons per boat in both government and private boats. Another form of mechanized transport active in the region are the government-run ferries carrying buses and cars, that traverse a dolphin rich zone six times a day between 7am and 6pm. Lastly, there are Fig. 7. Positive (above, centre) and probable (below) propeller scars local boat services across the water in the 23km² zone in Sousa chinensis from Hong Kong waters (photos courtesy Hong every hour between 7am and 5pm. Kong Dolphin Conservation Society and [upper] Tom Jefferson ). Collaboration both at the local and at the government level and between the two tourist Orcaella brevirostris associations is deficient, which is a major hindrance In , during 1997-99, three deaths of towards bringing about any management changes in Irrawaddy dolphin in the Mahakam River, Kalimantan, tourist boat traffic and in environmental awareness. A Indonesia, were attributed to vessel strikes (Kreb, 2000; positive change though is that the associations have Smith and Reeves, 2004). This small isolated realized that putting off engines around dolphins is a population was most recently estimated at 34 rule and chasing dolphins is punishable by law (D. individuals (Kreb, 2002). The estimated 2.9% Sutaria, personal observations). (minimum) annual mortality rate from collision alone is clearly not sustainable. In Laos, a juvenile dolphin died of injuries possibly incurred by a boat propeller in April 2002 (Perrin et al., 2005). The population in coastal waters off northern Australia does not seem to be affected (Parra et al., 2002). Mortality reports of Irrawaddy dolphin from Chilika Lagoon, eastern India, list at least 54 deaths (1999- Fig. 8. Probable boat/propeller-caused injury (inset: detail) on tail 2006), of which five carcasses (9.3%) (all adults from stock of Irrawaddy dolphin in Chilika Lagoon, India (photo D. 2004-05) are diagnosed by government researchers as Sutaria). dead from vessel collisions, four of these by propeller hits. Hector’s dolphin Cephalorhynchus hectori The engine boats in Chilika use longtailed outboard Hector’s dolphins are positively attracted to, and Lombardini engines of 9 and 12HP. Observations of regularly escort boats and bow-ride; even nudging the dolphins (D. Sutaria, pers. observations) around vessel and rubbing against the bow (Mörzer Bruyns approaching and passing by engine boats have shown and Baker, 1973; Slooten and Dawson, 1988). They that the animals avoid them and move away as soon as are not attracted to fast boats and usually dive on their the boats come as close as 100m. It has also been approach, surfacing after the boat has passed. However, observed that if the animals are feeding, the behaviour Hector’s dolphins do not seem to appear to leave areas

8 Van Waerebeek et al. (2006) IWC 58th Annual Meeting, St. Kitts, May-June 2006 SC/58/BC6 of high boat traffic e.g. in locations where they are Phocoenidae regulary accessed by dolphin watching tourist vessels (Slooten and Dawson, 1988). Finless porpoise Neophocaena phocaenoides Two calves Hector's dolphins were killed in boat Zhou K. et al. (1979, 1980) first warned that finless strikes in Akaroa Harbour, Banks Peninsular porpoises of the Yangtze River are occasionally killed Canterbury, on 26 and 27 January 1999 (pers.comm. to by propellers, and provided a specific case of fatal ANB, Al Hutt, Department of Conservation, collision. Reeves et al. (2000b) also listed ‘collisions Duvauchelles, New Zealand, December 2005). Stone with powered vessels’ as a threat to this particular and Yoshinaga (2000) also reported calf mortality and population. The rate of killing or injury however is habituation to vessels. thought to be ‘much lower’ than in (Zhou K. et al., 1979; Zhou, 1992). Commerson’s dolphin Cephalorhynchus commersonii Hong Kong is one of the busiest ports. A major fast An individual with superficial propeller scars on its ferry lane between Hong Kong and Macao also runs back and anterior of the dorsal fin was seen repeatedly through important finless porpoise habitat just south of in Bahia San Julián, Argentina, in January and Lantau Island (Perrin et al., 2005). Evidence of blunt February 2005 (M. Iñíguez, pers. observations). To tell traumatic injury, consistent with boat collisions, was from its colouration, the animal was a juvenile. found in 3 of 32 (9.4%) finless porpoise carcasses Commerson’s dolphins are vulnerable, considering necropsied from the Hong Kong area in 1993-98 that they have been known to ride bow, stern and beam (Jefferson, 2000b; Parsons and Jefferson, 2000). Boat waves of boats of al sizes, from freighters and tugs to avoidance behaviour, including diving and leaping, small motorized skiffs, a behaviour exploited to take was reported (Jefferson, 2000). them in breakaway hoopnets (Cornell et al. 1988; In Thailand a porpoise died as result of being run Leatherwood et al., 1988). over by a water scooter (Chandropornsyl and Andersen, 1995). Peale’s dolphin Lagenorhynchus australis An adult Peale’s dolphin, regularly sighted in the Burmeister’s porpoise Phocoena spinipinnis period 1990-2002 and member of a semi-resident A single potential case of collision is published. On 13 group in the bay of Punta Arenas (Lescrauwaet, 1990), August 1986, a Burmeister’s porpoise live-stranded on Chilean Patagonia, showed a characteristically sliced Playa Coloso, northern Chile, with deep, freshly and bent dorsal fin (Figure 9), clearly result of a inflicted, injuries on its head. It had moved erratically violent trauma (A.K. Lescrauwaet, pers.comm. to before stranding which led Guerra et al. (1987) to KVW, 13 Jan 2006), most likely a propeller slash. suggest it might have been hit by a boat. This case is Killer whales are not known to cause such scars; also the only documented live-stranding of a Burmeister’s escape would be unlikely after suffering severe porpoise. injuries. Peale’s dolphins show a strong positive attraction towards moving vessels (Goodall et al., Phocoena phocoena 1997) which may increase risk of propeller injuries. For harbour porpoises, a detailed assessment of boat collisions is not yet available due to limited knowledge.

In Cardigan Bay, UK, one dead harbour porpoise showed lesions suspected to have been caused by a propeller (Kirkwood et al., 1997). A 150cm North Sea harbour porpoise carcass stranded on 13 January 2006

on the beach at ‘s Gravenzande, the Netherlands, with propeller gashes (Kees Camphuysen, unpublished data). However it was not possible to ascertain Fig. 9. First case of a probable propeller strike in Peale’s whether the porpoises were killed by propeller impact dolphin, Punta Arenas, Chile (photo courtesy A.K. Lescrauwaet). The impact from a right-hand propeller would cut and bend or were damaged postmortem. the rear part of the dorsal fin to the left (see also Fig.7). Lipotidae Atlantic Stenella frontalis Baiji Lipotes vexillifer A calf in a studied pod of Atlantic spotted dolphins in Several authors pointed to baiji mortality from the Bahamas received life-threatening wounds, collisions, (Perrin and Brownell, 1989; Leatherwood presumably from a boat propeller (Ransom, 1998; and Reeves, 1994; Zhou, 1992), particularly in the Samuels et al., 2000). These dolphins are exploited for lower reaches of the Yangtze River, where waterways swim-with programmes. Ransom (1998) found that contain high levels of large commercial vessel traffic Atlantic spotted dolphins changed their behaviour 68% (Zhou, 1992). Some warned that the rate of killing or of the time when a boat approached, and responses in injury, primarily by propellers, is high (Zhou K. et al., wich the dolphins closed in on the boat predominated. 1979, 1998; Zhou, 1992; Chen et al., 1993). The Increasing habituation puts individual dolphins in increase in large ship traffic, resulting from improved harms way, and this should be monitored. navigation in the upper reaches of the Yangtze River after completion of the Three Gorges Dam will likely

9 Van Waerebeek et al. (2006) IWC 58th Annual Meeting, St. Kitts, May-June 2006 SC/58/BC6 increase the incidence of ship strikes (Reeves et al., Hector’s Mesoplodon hectori 2003). A young 3.1m male Hector’s beaked whale stranded in Waikawau Bay, Hauraki Gulf, New Zealand, on 21 Platanistidae April 1992 (NZ Whale and Stranding Database) had a Ganges Platanista gangetica propeller gash on its back anterior to the dorsal fin. It A Ganges river dolphin (susu) was reported by is possible that the injury contributed, or even caused fishermen to have been killed by the propeller of a the animal’s death., although the location in the inner cargo boat in the Brahmaputra river near the Hauraki Gulf is well inshore of the usual deepwater India/ border (Mohan, 1996). habitat of beaked whales, and the animal may have been already ailing when hit. Ziphiidae Cuvier’s beaked whale Ziphius cavirostris DISCUSSION Three Cuvier’s beaked whales stranded in the Canary Islands in 2000, 2002 and 2004 (Lens et al., 2005) Range of affected species were potential victims of fatal vessel hits. A Cuvier’s This preliminary study shows that considerably more beaked whale washed ahore in Canterbury, New cetacean species are affected by vessel collisions than Zealand, in September 1992, with bruising and injuries has hitherto been suggested. Laist et al. (2001) and that pointed to a vessel collision (NZ Whale Stranding Jensen and Silber (2003) listed 21 species. We found Database). records for at least 31 species, 8 large whale species and 23 small cetaceans. Arnoux’s beaked whale Berardius arnuxii Among baleen whales, world-wide only four species, One of us (AvH) examined the anterior half of an the North Pacific right whale Eubalaena japonica, the Arnoux’s beaked whale carcass stranded at Riverton, Balaenoptera bonaerensis (but New Zealand, on 22 January 2006. The carcass was 1 possible case exists) the Caperea relatively fresh and the body probably sliced in two by marginata and the dwarf Bryde’s whale Balaenoptera a ship, with the trunk part missing. It is unclear cf. edeni have not yet been definitely implicated. Our whether this was the cause of death though. review shows that at least 18 species of small cetaceans are at least occasionally affected and another Gray’s beaked whale Mesoplodon grayi three species are suspected victims. The adult of a cow/calf pair sighted in Mahurangi Three of six phocoenids including Neophocaena harbour, New Zealand, exhibited a ‘series of deep phocaenoides, P. phocoena, and P. spinipinnis, as well indentations ... along the back behind the dorsal fin. as two river dolphins (L. vexillifer, P. gangetica) are These scars, attributed to propeller gashes, appeared to reported at least occasionally hit. have fully healed. Swimming movement was fluid and While it seems Sousa chinensis is heavily impacted, did not appear to be affected by this old injury.’ the lack of incidents for S. teuszii is explainable (Dalebout et al., 2004). because this humpback dolphin is extremely wary of boats and reporting of mortality is next to non-existent (Van Waerebeek et al., 2004). 2. Species with suspected impact from We are unaware of any published incidents for the vessel strikes (bouto) geoffrensis, This category includes species that due to their known freshwater fluviatilis, or the Franciscana behaviour, including attraction to moving vessels, are dolphin Pontoporia blainvillei, but non-reporting is potentially at risk from strikes, and species for which believed to be problematic. Neither were cases propeller damage is documented but cause of death is encountered for typical pelagic dolphins such as uncertain. Stenella attenuata, S. longirostris, Delphinus delphis, Lagenodelphis hosei, Peponocephala electra, Feresa humpback dolphin Sousa plumbea attenuata, Pseudorca crassidens and Grampus griseus Boat traffic, particularly in the Arabian Gulf, is amongst others. However, many of these species are thought to be one of the threats to S. plumbea (sub)tropical, and potential accidents may go (Baldwin et al., 2004), however no case studies are unrecorded. available. Somewhat surprisingly, at least three and possibly five beaked whale species have been involved. Andrew’s beaked whale Mesoplodon bowdoini An Andrew’s beaked whale stranded on the Chatham Incidence of strikes highly variable Islands, New Zealand, in October 1999 was injured Limited information is available on incidence of with a large trauma behind the eye, and should be mortality from vessel collisions within populations, for considered a possible vessel collision victim (NZ the simple fact that long-term postmortem studies that Whale Stranding Database). provide such figures are few. Incidences vary approximately one order of magnitude, but part of variability is the result of differences in definitions :

10 Van Waerebeek et al. (2006) IWC 58th Annual Meeting, St. Kitts, May-June 2006 SC/58/BC6

- The highest known incidence is for Eubalaena impact on may widely vary glacialis. Of 30 mortalities of adults and juveniles in depending on the species, and even the population. 1970-2002 for which cause of death was determined, The low impact end of the spectrum, with only one or the primary cause was 14 human–induced trauma from a few vessel strikes documented (several for the first ship collisions (46.7%; CI 28.8-64.5%)4 versus 4/30 time) in non-endangered species (IUCN Red List of from fishing gear entanglement (Moore et al., 2004). Threatened Species status), applies to some 11 - An estimated 20% (CI 9-31 %) of mortality in South odontocete species for which the effect may be African Eubalaena australis is due to vessel strikes negligible: pygmy sperm whale (LR/lc) 5 , Peale’s (Best et al.,2001), however this include several dolphin (DD), Commerson’s dolphin (DD), Atlantic ‘possible’ cases. Several recent incidents suggest the spotted dolphin (DD), short-finned pilot whale (LR/cd), problem may become more severe also in Argentina long-finned pilot whale (LR/lc), Burmeister’s porpoise and Brazil, but samples are too small to permit (DD), harbour porpoise (VU), and three Ziphiidae quantification. including Cuvier’s beaked whale (DD), Arnoux’s - Panigada et al. (in press) analyzed ship collision beaked whale (LR/cd) and Gray’s beaked whale (DD). records for the relatively isolated population of fin However, the net effect from all aggregated forms of whales in the Mediterranean Sea from 1972 to 2001. disturbance resulting from heavy vessel traffic (and Out of 287 carcasses, 46 individuals (16.0%, CI 11.7- including direct hits), may still be significant. 20.3%) were certainly killed by boats. The minimum At the high impact end of the spectrum with mean annual fatal collision rate increased from 1 to 1.7 frequencies of reported cases considered high relative whales per year from the 1970s to the 1990s. to estimated population size or IUCN Red Data status, - Three of 28 S. chinensis carcasses (10.7%, CI 0- it may constitute an immediate and direct threat to the 22.1%) from the Hong Kong Area showed blunt taxon’s long-term survival. For instance, collisions traumatic injuries consistent with boat collisions. with vessels and net entanglements are the primary - Evidence of blunt traumatic injury, consistent with source of anthropogenic mortality in the North boat collisions, was found in 3 of 32 (9.4%, CI 0- Atlantic right whale. The species is critically 19.5%) finless porpoises necropsied from the Hong endangered and declining (Kraus, 1990; IWC, 2001; Kong area in 1993-98 (Jefferson, 2000b). Knowlton and Kraus, 2001; Moore et al., 2004); - Of 20 stranded sperm whales in Ecuador, one was a similarly, long-term survival of the western Pacific probable collision victim (5%; CI 0-14.6%) (Haase stock of Eschrichtius robustus may and Félix, 1994; Félix and Van Waerebeek, 2005). become compromised by ship traffic. Among delphinids, most stricken species and Another useful relative measure of collision populations are characterized by an inshore, estuarine frequencies is the prevalence of injuries and scars from or neritic habitat. Among estuarine species, at least non-lethal encounters. two populations of each S. chinensis (Xiamen and - ca. 2% of common bottlenose dolphins in the Gulf of Hong Kong/Pearl River) and Orcaella brevirostris Guayaquil showed cuts in dorsal fin or scars along the (Mahakam River and Chilika Lagoon) may be dorsal part of the body, but a few may also have been significantly impacted. from fishing gear. In two river dolphin species, Lipotes vexillifer (CR)6 - Two of 117 photo-identified killer whales (1.71%; CI and Platanista gangetica (EN)4, because of extremely 0-4.1%) off New Zealand had deep scars referrable to low population numbers, a few or even a single boat propeller hits (Visser, 1999). mortality event may exert a serious impact on future - Between 1976 and 1992, three ship-strike injuries survival. were documented out of a total of 236 bowhead whales (1.27%, CI 0-2.7%) examined from the Need for standardization Alaskan subsistence harvest (Shelden and Rugh, 1995). When compiling and reviewing raw data for this paper, The threat will rise with increased shipping, especially great variation was found in the type and quality of if and when the Northwest Passage becomes a regular information, degree of detail, authentication, pathway following reduced ice cover. qualifications of recorder and verification status. Some - Baker and Martin (1992) examined 41 harbour data were found hardly comparable with other datasets. porpoises stranded on British coasts and none (0%) Before modelling is attempted, a critical effort is showed evidence of trauma related to shipping. needed towards standardizing parameters, lest it may yield unreliable results infused with noise and bias. Wide range of potential impact Population impact by collisions cannot be quantified Some factors co-determining collisions and for most species due to a general lack of both modelling needs population abundance estimates and population-level incidence of mortality from collisions. However, based on preliminary evidence we suggest that the relative 5 LR/lc (lower risk/least concern), LR/cd (lower risk/conservation dependent), DD (data deficient), VU (vulnerable). See http://www.redlist.org/search/search- 4 High value partly explainable because whales of expert.php. indeterminate mortality were not included in ratio. 6 CR (critically endangered); EN (endangered).

11 Van Waerebeek et al. (2006) IWC 58th Annual Meeting, St. Kitts, May-June 2006 SC/58/BC6

Buoyancy - Positive buoyancy in right whales may Collision predisposing factors - A compounding pose added risks. Such buoyancy may impede diving factor when estimating or comparing mortality responses to oncoming vessels and right whales may incidence from collisions are sick or injured animals have a reduced ability to manoeuvre during free that are killed while largely immobilized. For instance, ascents. These risk factors can inform efforts to avoid one blue whale in New Zealand, appeared to have been collisions. attacked by orca prior to collision. Habitat - Ferry crossings, commercial ports, and We still recommend these cases to be classified as primary fishing grounds in Asian rivers are generally vessel-caused mortality because there is no way to located downstream of convergent channels or sharp know whether the weakened animals were moribund meanders, which are also the preferred habitat of river or might have survived; the strike can be a certainty. dolphins, with increased risk. River dolphins are often Other pre-disposing factors may be discovered, observed in areas with high vessel traffic, that includes including the individual’s social condition. small boats, motorized ferries, and in some location Postmortem strikes - An oft-mentioned technical large container ships and oil tankers, with no visible difficulty is the positive diagnosis of cause of death. damaging effects (Reeves et al., 2000). Floating carcasses can be struck by vessels, potentially Habituation - Chronic swim-with-dolphin activities confounding interpretations of traumatic lesions, in open waters may increase tolerance of humans and especially with necropsies of greatly decomposed vessels, disrupt natural behaviour and/or increase the (state 4 or 5) carcasses. However most cetaceans, with animals’ vulnerability to vessel strikes (e.g. Samuels the exception of the , sink upon dying and and Bejder, 2004). Dolphins are more capable of resurface only after bloating sets in from gas avoiding collision from a vessel if the vessels’ course production in step with progressive decomposition. It is predictable and if there is adequate room or depth is less likely for a ship to run into such a floating, for escape. Each dolphin tourism programme must be bloated carcass since often they can be readily spotted individually assessed for risk, as much variability seem by naked eye, sometimes by radar, from a great to exist. Also whales may become habituated to boat distance, and be avoided. If postmortem run-ins occur noise, then limit avoidance manoeuvres and even nonetheless, the damage can be differentiated from approach watercraft. With closer distance, contact antemortem traumas especially in relatively fresh accidents inevitably become more probable. specimens. Massive haemorrhaging is indicative of Age and sex - Cetaceans may be more vulnerable to antemortem trauma (e.g. Félix and Van Waerebeek, collisions during calving and nursing periods. Also, it 2005) as are fat emboli in the lumina of pulmonary has been suggested that due to inexperience, calves, vessels (Fernández et al., 2005). Improved awareness juveniles (and perhaps subadults) might be more prone and new histological techniques like the latter might to accidents with ships. For instance, maritime vessels help ensure that a higher percentage of carcasses are are urged to use special caution while cruising along correctly diagnosed. the US southeast coast during the right whale winter Recording bias - The ubiquitous, and often calving season (15 November – 15 April), when systematic, non-reporting by maritime stakeholders is mother/calf pairs approaching shore are more exposed a major obstruction for an integral, global assessment to accidents. Whether variation is significant awaits of the collision predicament. To date, reporting testing for each species separately, but far better regulations exist only in Australia, Belgium, Canada, primary data will be required. New Zealand and USA. Propeller hits - The evidence that boats often hurt Regulatory issues - e.g., Colborn et al. (1998) small cetaceans by their propellers comes from tell- describe strategies to avoid collisions with right tale scars and injuries observed in an alarming number whales. of dolphins. The commonly seen left-leaning trailing Crowding and high-density shipping lanes edge of bisected dorsal fins in dolphins (Figures 7, 9) Boat activity in the vicinity of dolphins may result in may be caused by a direct hit of the modal right- inadvertent injury or death. The probability of handed propeller7 when the dolphin travels grossly in collisions (typically low) increases with the density of the same direction of a moving boat. While clearly cetaceans and vessels and their proximity to each other. often not lethal, it would be hard to deny a reduced Studies that analyse spatial and temporal overlap, overall fitness through blood loss, opportunistic correlate cetacean distribution with areas of dense infections, hampered movements -at least initially- vessel traffic and high collision incidence may yield resulting in less foraging efficiency, etc. novel insights. The IWC Ship Strike Working Group Installing propeller guards on boats that are in (SSWG) could provide suggestions as how such areas regular contact with cetaceans have been are optimally identified and profiled. Below we offer recommended (e.g. Visser, 1999; Sanino and Yañez, an example for such a profile, provided by R. Baldwin. 2000) and we vocally reiterate that recommendation. Commercial whale/dolphin watching platforms should Strait of Hormuz Profile not be allowed to operate without propeller guards. Apart from fishing vessels, in the lanes of the traffic separation scheme in the gateway between the Arabian Gulf and the wider Indian Ocean, four main types of vessels use the Straits of Hormuz as detailed below: 7 A right-handed propeller (the most common type) turns clockwise · Large tankers using the traffic separation scheme. It is when viewed from astern, in forward motion. estimated that there are 40-50 vessel movements per day.

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· Container vessels to and from Dubai and Abu Dhabi leaving (Phocoena phocoena) from British waters. The Veterinary and joining the traffic separation scheme. The track of these Record. June 20: 554-558. vessels runs parallel with the west coast of Musandam. There Baldwin, R.M., Collins, M., Van Waerebeek, K. and Minton, are estimated to be 15-20 such vessel movements per day. G. 2004. The Indo-Pacific humpback dolphin of the · Small vessels (less than 20m) using the area. Generally these are coastal cargo vessels including wooden cargo dhows that Arabian Region: A Status Review. Aq. Mammals 30(1): ply between Dubai, Ra’s Al Khaimah, Bandar Abbas, 111-124. Charbahar and other regional ports. Such vessels use the Berzin, A. A. 1971. Kashalot. Moskva. Izdatel 'stvo, inshore traffic zone that extends from the coast of Musandam 'Pishchevaya Promyshlennost'. P. 394. to the international shipping lanes 15km offshore. Best, P.B., Peddemors, V.M., Cockcroft, V.G. and , N. · Iranian traders operating between Oman and Iran. Although 2001. Mortalities of right whales and related the main route from Khasab to Qeshm Island lies to the west of anthropogenic factors in South African waters, 1963-1998. the prospect, there are a few other traders that target the eastern J. Cetacean Res. Manage. (special issue) 2: 171-176. coast of Musandam and beyond. (WS Atkins International, Brownell, R.L. Jr., Weller, D.W., Würsig, B., Blokhin, S.A. 1999) and Burdin, A.M. 1999. The Asian or western Gray whale

population: past exploitation, current status, and new threats. Paper SC/51/AS26 submitted to IWC Scientific ACKNOWLEDGEMENTS Committee. 11pp. (unpublished). Capella, J., Florez-Gonzalez, L. And Falk, P. (2001) The following persons are warmly thanked for Mortality and anthropogenic harassment of humpback contributing with data, photos, unpublished documents, whales along the Pacific coast of Colombia. Memoirs of or shared insights: A.F. Azevedo, Robert Baldwin, the Queensland Museum 47(2): 547-553. Lauro Barcellos, Jimena Belgrano, Priscilla Cubero- Chandrapornsyl, S. and Andersen, M. 1995. The small cetaceans in Thai waters – a national review of their status. Pardo, Mike Donoghue, Pierre Gallego, Rodrigo Unpubished report by Marine Mammals of Indochina García-Pingaro, César Gribaudo, Hong Kong Dolphin Research project, Thailand. Conservation Society, Samuel Hung, Al Hutt, Tom Chen, P., Zhang, X., Wei, Z., Zhao, Q., Wang, X., Zhang, G. Jefferson, Russell Leaper, Santiago Lens, Ann-Katrien and Yang, J. 1993. Appraisal of the influence upon baiji, Lescrauwaet, Alexandre de Lichtervelde, F. Michaellis, Lipotes vexillifer, by the Three- gorge Project and Oman Whale and Dolphin Research Group, Cecilia conservation strategy. Acta Hydrobiologica Sinica. 17( 2): Ovares, Pacific Whale Foundation, Salvatore Siciliano 101-111. Mariano Sironi, and Gillian Slocum. The New Zealand Colborn, K., Silber, G., and Slay, C. 1998. Avoiding Department of Conservation’s whale stranding collisions with right whales. Professional Mariner 35: 24- 26. database and the Department of Primary Industries, Cornell, L.H., Antrim, J.E., Asper, E.D. and Pincheira, B.J. Water and Environment, Tasmania, provided useful 1988. Commerson’s dolphins (Cephalorhynchus information on several ship strikes in the southwest commersonii) live-captured from the Strait of Magellan, Pacific. This study was supported by the International Chile. Rep. Int. Whal. Commn. (Special issue 9): 183-194. Fund for Animal Welfare. During IWC/58 KVW Dalebout M.L, Russell, K.G., Little M.T. and Ensor, P. heads Belgium’s scientific delegation for Federal 2004. Gray's Beaked Whale (Mesoplodon grayi) in Public Service - Public Health, Food Chain Security & Mahurangi Harbour, North Island, New Zealand, with a Environment, Brussels. summary of at sea sightings. J. R Soc New Zealand 34(64): 347-356. de Stephanis, R., Verborgh, P., Pérez Gimeno, N., Sánchez REFERENCES Cabanes, A., Pérez Jorge, S., Esteban Pavo, R., Séller, N., Urquiola, E., and Guinet, C. 2005. Impacts produced by Agler, B. A., Beard, J. A., Bowman, R. S., Corbett, H. D., the maritime traffic on cetacean populations in the Strait Frohock, S. E., Hawvermale, M. P., Katona, S. K., Sadove, of Gibraltar (Spain). Current situation and future S. S., Seipt, I. E. 1990. Fin whale (Balaenoptera physalus) previsions. Dirección General para la Biodiversidad del photographic identification: methodology and preliminary Ministerio de Medio Ambiente. 35pp. (unpublished). results from the western North Atlantic. Rep. Inter. Whal. Duguy, R. 1983. Rapport annuel sur les cétacés et pinnipèdes Commn 12: 349-356. trouvés sur les côtes de France XII- Année 1982. Ann. Soc. André, M., Ramos, A.G., and Lopez-Jurado, L.F. 1994. Sci. Nat. Charente-Marit. 7(1) 121-35. [in French]. Sperm whale acoustic survey off the Canary Islands, in an Félix, F. 1994. Ecology of the coastal bottlenose dolphin area of heavy maritime traffic: preliminary results. Tursiops truncatus in the Gulf of Guayaquil, Ecuador. European Research on Cetaceans 8: 65. Investigations on . Ed. by G. Pilleri. 25:235-256. André, M., Terada, M., Lopez Jurado, L.F., Watanabe, Y. Félix, F. 1997. Organization and social structure of the 1997. Sperm whale (Physeter macrocephalus) behavioural bottlenose dolphin Tursiops truncatus in the Gulf of response after the playback of artificial sounds. Rep. int. Guayaquil, Ecuador. Aquatic Mammals 23(1):1-16. Félix, F. and Van Waerebeek, K. 2005. Whale mortality Whal. Commn: 48, 499-504. from ship strikes in Ecuador and West Africa. Latin Anonymous, 2006. Xiamen International Workshop on American Journal of Aquatic Mammals 4(1): 55-60. Conservation of Sousa chinensis. Journal, Xiamen, China Fernández, A., Arbelo, M., Sierra, E., Castro, P. and 25-26 March 2006. 40pp. Méndez, M. 2005. Cetaceans, ship collisions and Baker, A.N. 1999. Whales and dolphins of New Zealand and histopathology. Abstract presented in Ship collision Australia. An identification guide. Victoria University Press. workshop, Monaco (unpublished). Finley, K.J. 1999. Natural history and conservation of the 133 pp. northwest Atlantic Greenland whale. IWC Working Baker, J.R. and Martin, A.R. 1992. Causes of mortality and document SC/51/AS19. parasites and incidental lesions in harbour porpoises

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